US8006729B2 - Pneumatic tire with tread having fine grooves - Google Patents

Pneumatic tire with tread having fine grooves Download PDF

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Publication number
US8006729B2
US8006729B2 US11/921,493 US92149306A US8006729B2 US 8006729 B2 US8006729 B2 US 8006729B2 US 92149306 A US92149306 A US 92149306A US 8006729 B2 US8006729 B2 US 8006729B2
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United States
Prior art keywords
tire
fine grooves
equator
land portions
pneumatic tire
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Expired - Fee Related, expires
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US11/921,493
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US20090101259A1 (en
Inventor
Masahiro Ebiko
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Yokohama Rubber Co Ltd
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Yokohama Rubber Co Ltd
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Assigned to YOKOHAMA RUBBER CO., LTD., THE reassignment YOKOHAMA RUBBER CO., LTD., THE ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: EBIKO, MASAHIRO
Publication of US20090101259A1 publication Critical patent/US20090101259A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/0388—Continuous ribs provided at the equatorial plane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1231—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe being shallow, i.e. sipe depth of less than 3 mm
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S152/00—Resilient tires and wheels
    • Y10S152/03—Slits in threads
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S152/00—Resilient tires and wheels
    • Y10S152/904—Specified tread pattern for front tire and rear tire

Definitions

  • the present invention relates to a pneumatic tire. Specifically, the present invention relates to a pneumatic tire that includes fine grooves formed in the tread surface for compensating for the lack of the initial performance of the tire, and that makes it possible to easily see whether or not the tire can maximize the potential from the peeling off of the tread surface.
  • the pneumatic tire does not sufficiently maximize the potential. This is because a mold release lubricant, which has been applied to the mold surface for the purpose of improving the releasability of the pneumatic tire from the mold in a curing process, remains on the tread surface of the pneumatic tire. Accordingly, break-in of the pneumatic tire for a certain distance is necessary to wear off the tread surface of the pneumatic tire so that the genuine tread rubber can be exposed to the outside. After the break-in, the pneumatic tire can eventually maximize the potential.
  • Patent Document 1 proposes the following technique. Specifically, a plurality of fine grooves with a depth of 0.1 mm to 0.8 mm, a width of 0.1 mm to 0.8 mm, and a pitch of 0.5 mm to 2.0 mm, are formed in parallel in the tread surface of a pneumatic tire. Concurrently, each of the fine grooves is inclined at 42° to 60° relative to the circumferential direction of the tire. Accordingly, the fine grooves compensate for the lack, at the beginning of use, of the braking and driving performance until the tread surface is worn out.
  • An object of the present invention is to provide a pneumatic tire that includes fine grooves formed in the tread surface for compensating for the lack of the initial performance, and that makes it possible to easily see whether or not the tire can maximize the potential.
  • a pneumatic tire of the present invention for achieving the object includes a plurality of land portions and a plurality of fine grooves.
  • the land portions are formed of blocks and a rib, and are defined in a tread part of the pneumatic tire.
  • the fine grooves are formed in the tread surface of each of the land portions.
  • the fine grooves have a depth of 0.1 mm to 0.8 mm, a width of 0.1 mm to 0.8 mm and a pitch of 0.5 mm to 2.0 mm, while the fine grooves are inclined at an angle of 42° to 60° relative to the circumferential direction of the tire.
  • the inclined directions of the fine grooves relative to the circumferential direction of the tire are set reverse to each other on the left and right sides of the equator of the tire.
  • the inclined directions of the fine grooves relative to the circumferential direction of the tire are set reverse to each other on the left and right sides of the equator of the tire. Accordingly, it is possible to make frictional forces acting on the ground-contacting surface uniform with respect to the land portions on the two sides of the equator of the tire, and to thus cause the fine grooves to be uniformly worn. As a result, the driver can visually and easily determine whether or not the tire can maximize the potential.
  • FIG. 1 is an expanded view showing a embodiment of a tread part of the pneumatic tire according to the present invention.
  • a pair of main grooves 2 , 2 each extending in the circumferential direction of the tire, are provided in the center portion of a tread part 1 .
  • a plurality of lateral grooves 3 and a plurality of lateral grooves 3 ′ are provided in the tread part 1 .
  • the plurality of lateral grooves 3 extend obliquely in the width direction of the tire from each main groove 2 .
  • Each of the plurality of lateral grooves 3 ′ extends from the middle portion of the corresponding one of the lateral grooves 3 in a state of being inclined in the opposite direction to the lateral grooves 3 , and is then bent in the form of an inversion shape of “V”.
  • the land portions are defined by these main grooves 2 , 2 ′ and lateral grooves 3 , 3 ′.
  • the land portions are formed of a rib 5 in the center, and a plurality of blocks 4 , 4 ′ forming two rows on each side of the rib 5 .
  • a large number of fine grooves 6 which are aligned at fine pitches, are formed in the tread surface of each of the blocks 4 forming two rows on the inner side of the tire among these land portions.
  • Each of the fine grooves 6 has a depth of 0.1 mm to 0.8 mm, a width of 0.1 mm to 0.8 mm, while the pitch of the fine grooves 6 is 0.5 mm to 2.0 mm.
  • each of the fine grooves 6 is inclined at 42° to 60° relative to the circumferential direction of the tire.
  • the fine grooves 6 produce an effect of compensating, with the edge effect thereof, the braking and driving performance, which is reduced by the tread surface of a new tire.
  • the tread pattern shown in FIG. 1 is symmetrical about the equator CL of the tire, while the portions of the pattern on the left and right sides are slightly displaced (offset) from each other in the circumferential direction of the tire.
  • the fine grooves 6 formed in the surfaces of the blocks 4 are inclined relative to the circumferential direction of the tire, and the inclined directions of the fine grooves 6 are reverse to each other on the right and left sides of the equator CL of the tire. Since the fine grooves 6 are inclined in the directions reverse to each other on the left and right sides of the equator CL of the tire, convex portions, each between adjacent two of the fine grooves 6 , are worn uniformly on the two block rows. Moreover, since the portions of the tread pattern on the left and right sides are slightly displaced from each other with respect to the equator CL of the tire, the effect of uniformly wearing the tread surface can be further improved.
  • the inclined directions of the fine grooves formed in the land portions of the tread part are reverse to each other on the two sides of the equator CL of the tire. Accordingly, the land portions having the fine grooves formed therein are uniformly worn by frictional forces acting on the ground-contacting surface in directions of a wider range.
  • the inclination angle of these fine grooves 6 relative to the circumferential direction of the tire is 42° to 60°, and preferably be 45° to 55°.
  • the inclination angle of the fine grooves is less than 42°, there is a tendency that the convex portion between each adjacent two fine grooves is unlikely to be worn at the time of cornering.
  • the inclination angle is more than 60°, there is a tendency that the convex portion between each adjacent two fine grooves is unlikely to be worn at the time of braking or driving. Accordingly, such angles are not preferable.
  • each fine groove 6 is 0.1 mm to 0.8 mm, and preferably be 0.3 mm to 0.5 mm.
  • the depth of each fine groove is less than 0.1 mm, there is a tendency that the wearing of the fine grooves becomes visually difficult to check.
  • the depth of each fine groove is more than 0.8 mm, there is a concern that the driving stability is deteriorated. Accordingly, such depths are not preferable.
  • the width of each fine groove 6 is 0.1 mm to 0.8 mm, and preferably be 0.3 mm to 0.5 mm.
  • the width of each groove is less than 0.1 mm, there is a tendency that the wearing of the fine grooves becomes visually difficult to check.
  • the width of each groove is more than 0.8 mm, there is a concern that the driving stability is deteriorated. Accordingly, such widths are not preferable.
  • the pitch of the fine grooves is 0.5 mm to 2.0 mm, and preferably be 0.8 mm to 1.8 mm.
  • the pitch of the fine grooves 6 is less than 0.5 mm, there is a concern that the driving stability is deteriorated.
  • the pitch of the fine grooves 6 is more than 2.0 mm, the convex portion between each adjacent two fine grooves is unlikely to be worn, so that the break-in run tends to take longer time. Accordingly, such pitches are not preferable.
  • blocks 4 are symmetrically arranged about the equator CL of the tire, while a plurality of fine grooves 6 are formed in the surfaces of the blocks 4 that are arranged in the center region of the tread part.
  • the plurality of fine grooves 6 are inclined relative to the circumferential direction of the tire in a manner of being symmetrical about the equator CL of the tire.
  • the fine grooves 6 are arranged to be substantially orthogonal to the direction of the blocks 4 symmetrically arranged about the equator CL of the tire, in a manner that the fine grooves 6 are symmetrical about the equator CL of the tire. This makes it possible to cause the land portions, in which the fine grooves 6 are formed, to be uniformly worn by frictional forces acting at angles of a wider range.
  • the land portions constituted of the blocks and the rib be arranged to form a directional pattern.
  • the arrangement of the land portions in a directional pattern is combined with the employment of the fine grooves inclined in directions reverse to each other on the two sides of the equator of the tire, it is possible to cause the ground-contacting land portions to be uniformly worn without unevenness.
  • the absolute values of the angles, at which the fine grooves are inclined relative to the circumferential direction of the tire be different on the two sides of the equator of the tire from each other.
  • the fine grooves formed in the land portions be inclined at, at least, two different angles relative to the circumferential direction of the tire, on one side of the equator of the tire.
  • fine grooves which are inclined up to the right at two inclination angles of 45° and 60° relative to the circumferential direction of the tire, are formed on a first side of the equator CL of the tire.
  • fine grooves which are inclined down to the right at a inclination angle of 45° relative to the circumferential direction of the tire, are formed on the second side of the equator CL of the tire.
  • the fine grooves formed on the first side of the equator CL of the tire may be inclined at a different angle in each block.
  • the fine grooves are bent to change the inclination angle thereof in each one of the blocks.
  • the forming of the fine grooves having inclination angles different from each other on the two sides of the equator CL of the tire makes it possible to cause the convex portion between each adjacent two fine grooves to be worn against frictional forces acting at angles of a wider range. Accordingly, the tread surface can be uniformly worn.
  • the inclination angles of the fine grooves formed in the land portions have a certain directional characteristic on each side of the equator CL of the tire.
  • the fine grooves may be inclined at various angles as long as being inclined down to the right.
  • fine grooves, formed on the right side of the equator CL of the tire are inclined up to the right, that is, reverse to the fine grooves on the left side, and may be inclined at various angles as long as being inclined up to the right.
  • the fine grooves, formed on the left side of the equator CL of the tire are inclined up to the right, the fine grooves may be inclined at any angles as long as being inclined up to the right.
  • the fine grooves, formed on the right side of the equator CL of the tire are inclined down to the right, that is, reverse to the fine grooves on the left side, and may be inclined at any angles.
  • the provision of a certain directional characteristic to the inclination angles of the fine grooves on each side of the equator CL of the tire helps to make the wear pattern uniform at the times of braking and driving, or at the time of left and right cornering.
  • the fine grooves may be formed in only at least some of the land portions defined in the tread part, or may be formed in all the ground-contacting land portions. Since the land portions having the fine grooves formed therein compensate for the lack, at the beginning of use, of the braking and driving performance of the pneumatic tire, it is preferable to form the fine grooves in an area as wide as possible. In addition, when the completion of the break-in run is determined by checking the wear of the fine grooves, the surface condition of the ground-contacting land portions in the wide area can be visually checked.
  • the fine grooves may be formed only in the land portions defined in a center region, with respect to the width in which the land portions are brought into contact with the ground.
  • the center region, where the land portions are defined may preferably be a region that extends from the equator of the tire by ⁇ 40% of the tread contact width on each of the left and right side of the equator.
  • the fine grooves may be formed in only the land portions defined in peripheral regions, with respect to the width in which the land portions are brought into contact with the ground.
  • the forming of the fine grooves only in the land portions in the peripheral regions improves the uniformity of wear of the fine grooves.
  • the peripheral regions, where the land portions are defined may preferably be regions outside a region that extends from the equator of the tire by ⁇ 40% of the tread contact width on each of the left and right side of the equator.
  • the tread contact width is a contact width obtained when a pneumatic tire mounted on a standard rim defined in JATMA year book (the 2003 version) is inflated with a test air pressure of 180 kPa, and is loaded with 88% of the maximum load capacity.
  • the pneumatic tires according to the present invention be installed in the following manner.
  • Pneumatic tires each having fine grooves formed in only land portions in the center region are mounted on the front wheels while pneumatic tires each having fine grooves formed in only land portions in the peripheral regions are mounted on the rear wheels.
  • the pneumatic tires according to the present invention be installed in the following manner.
  • Pneumatic tires each having fine grooves formed in only land portions in the center region are mounted on the rear wheels while pneumatic tires each having fine grooves in only land portions in the peripheral regions are mounted on the front wheels.
  • the pneumatic tires are installed on a vehicle in the above-described manner.
  • the surfaces of the land portions having the fine grooves formed therein can be uniformly worn, while the initial braking and driving performance of the pneumatic tires is compensated by the fine grooves.
  • the driver can easily check visually whether or not the fine grooves formed in the land portions are worn out, accurately determining the completion of break-in run.
  • Pneumatic tires each having a tire size of 295/45R20 and a rim size of 20 ⁇ 10 J were prepared.
  • the air pressure for the test was set at 260 kPa for each pneumatic tire, and the pneumatic tire was installed on a 4700 cc AWD vehicle. Then, the AWD vehicle was driven on a test course of 2 km per round, and the tread part of the tire was observed for every round.
  • the state of wear (the state of scuffed-in) of the land portions of the tread part was checked.
  • the roughness of the surface of the tread rubber was visually checked when all the fine grooves are worn out, so that each tire was evaluated with the following 5 grades.
  • the land portions were in a state of uneven wear, where approximately 50% of the surface area was scuffed.
  • the land portions were in a state where approximately 75% of the surface area was scuffed.
  • the land portions were in a state where approximately 90% of the surface area was scuffed.
  • the land portions were in a state where 100% of the surface area was scuffed.
  • a pneumatic tire with the following configuration was prepared. Specifically, fine grooves were formed in the entire ground-contacting region of land portions in the tread part to be symmetrical about the equator of the tire, while the land portions had a tread pattern symmetrical about the equator of the tire.
  • the inclination angle of each fine groove relative to the circumferential direction of the tire was 50°.
  • the depth and the width of each fine groove were 0.4 mm and 0.4 mm, respectively.
  • the pitch of the fine grooves was 1.3 mm.
  • the prepared pneumatic tire was broken in, in the above-described manner, to be evaluated in terms of the state of wear of the land portions of the tread part.
  • the result of the evaluation is shown in Table 1.
  • a pneumatic tire was prepared in the same manner as in the case of Embodiment 1, except the following configuration. Specifically, the pneumatic tire of Embodiment 2 had the tread part with a shape symmetrical about the equator of the tire. Concurrently, land portions were arranged on the left and right sides of the equator to be displaced from each other in the circumferential direction by approximately 25% of the pitch in the tread part. Then, the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Embodiment 2. The result of the evaluation is shown in Table 1.
  • Embodiment 2 was the same as that of Embodiment 1 in terms of, the uniformity of wear of the land portions of the tread part, the visibility of the wear-out of the fine grooves, and the like. Moreover, in addition, a reduction in running noise was obtained.
  • a pneumatic tire was prepared in the same manner as in the case of Embodiment 1, except the following configuration.
  • the pneumatic tire of Embodiment 3 had the same shape of the tread part as that of Embodiment 2.
  • fine grooves were formed to be inclined, at 45° on the left side (on the inner side at the time when the tire was installed in the vehicle) of the equator of the tire, and at 60° on the right side (on the outer side at the time when the tire was installed in the vehicle) thereof.
  • the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Embodiment 3.
  • the result of the evaluation is shown in Table 1.
  • a pneumatic tire was prepared in the same manner as in the case of Embodiment 1, except the following configuration.
  • the pneumatic tire of Embodiment 4 had the same shape of the tread part as that of Embodiment 2.
  • fine grooves were formed in only independent blocks in a center region that extends from the equator of the tire by ⁇ 40% of the tread contact width on each of the left and right side of the equator. Concurrently, the fine grooves had inclination angles symmetrical about the equator of the tire.
  • the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Embodiment 4. The result of the evaluation is shown in Table 1.
  • a pneumatic tire was prepared in the same manner as in the case of Embodiment 1, except the following configuration.
  • the pneumatic tire of Embodiment 5 had the same shape of the tread part as that of Embodiment 2.
  • fine grooves were formed in only independent blocks in the peripheral regions outside a region that extends from the equator of the tire by ⁇ 40% of the tread contact width on each of the left and right side of the equator. Concurrently, the fine grooves had inclination angles symmetrical about the equator of the tire.
  • the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Embodiment 5. The result of the evaluation is shown in Table 1.
  • a pneumatic tire was prepared in the same manner as that in the case of Embodiment 1, except the following configuration. Specifically, the shape of the tread part of the pneumatic tire of Embodiment 7 was a directional pattern. Moreover, fine grooves are formed in a manner that the inclination angle of the fine grooves gradually varied from 45° to 60°, from the center portion on the inner side of the tire toward each peripheral portion on the outer sides of the tire. Then, the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Embodiment 7. The result of the evaluation is shown in Table 1.
  • a pneumatic tire having the same shape of the tread part as that of Embodiment 1 was prepared, except that fine grooves were not formed therein.
  • the pneumatic tires of Comparative Example 1 were installed on the vehicle, and the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Comparative Example 1. The result of the evaluation is shown in Table 1.
  • a pneumatic tire having the same shape of the tread part as that of Embodiment 1 was prepared, except that fine grooves were formed to be inclined down to the right on each of the two sides of the equator of the tire. Then, the same break-in run and evaluation as those in the case of Embodiment 1 were performed on the pneumatic tire of Comparative Example 2. The result of the evaluation is shown in Table 1.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
US11/921,493 2005-06-10 2006-06-06 Pneumatic tire with tread having fine grooves Expired - Fee Related US8006729B2 (en)

Applications Claiming Priority (3)

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JP2005-170820 2005-06-10
JP2005170820A JP4622689B2 (ja) 2005-06-10 2005-06-10 空気入りタイヤ
PCT/JP2006/311283 WO2006132216A1 (ja) 2005-06-10 2006-06-06 空気入りタイヤ

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US20090101259A1 US20090101259A1 (en) 2009-04-23
US8006729B2 true US8006729B2 (en) 2011-08-30

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US (1) US8006729B2 (ja)
JP (1) JP4622689B2 (ja)
CN (1) CN101193762B (ja)
DE (1) DE112006001381B4 (ja)
WO (1) WO2006132216A1 (ja)

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US20140238565A1 (en) * 2013-02-25 2014-08-28 Sumitomo Rubber Industries, Ltd. Pneumatic tire
RU2605220C2 (ru) * 2012-04-16 2016-12-20 Бриджстоун Корпорейшн Шина

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JP5623813B2 (ja) 2009-07-27 2014-11-12 株式会社ブリヂストン 建設車両用タイヤ
DE102010016987A1 (de) * 2010-05-18 2011-11-24 Continental Reifen Deutschland Gmbh Laufstreifenprofil eines Fahrzeugluftreifens
JP5986789B2 (ja) * 2012-04-16 2016-09-06 株式会社ブリヂストン タイヤ
JP6269135B2 (ja) * 2014-02-12 2018-01-31 横浜ゴム株式会社 更生タイヤ
FR3035823A1 (fr) * 2015-05-07 2016-11-11 Michelin & Cie Bande de roulement comportant un bloc presentant une pluralite de decoupures
US20180304696A1 (en) * 2015-10-29 2018-10-25 Bridgestone Corporation Pneumatic tire for motorcycles
JP7009787B2 (ja) * 2017-06-08 2022-01-26 横浜ゴム株式会社 空気入りタイヤ
JP6624231B2 (ja) * 2018-04-17 2019-12-25 横浜ゴム株式会社 空気入りタイヤ
DE102019208751A1 (de) * 2019-06-17 2020-12-17 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen

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DE112006001381T5 (de) 2008-04-10
JP2006341792A (ja) 2006-12-21
DE112006001381B4 (de) 2014-01-30
WO2006132216A1 (ja) 2006-12-14
CN101193762A (zh) 2008-06-04
US20090101259A1 (en) 2009-04-23
CN101193762B (zh) 2010-07-14

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